Automatic transmission mechanism



Dec. 31, 1935. SCHLQTE AUTOMATIC TRANSMISSION MECHANISM Filed Dec. 28, 1933 9 Sheets-Sheet 1 Dec. ,31, 1935. HLQTE 2,026,142

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Dec.311935. I G. F. SCHLOTE AUTOMATIC TRANSMIS SIONMECHANISM 9 Sheets-Sheet 4 FiledDec 28 1933 Dec 31, 1935. cs. F. ISCHLOTE 2,026,142

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Dec. 31, 1935.

G. F. SCHLOTE AUTOMATIC TRANSMISSION MECHANISM F-iled Dec. 28, 1933 s S heets-She et 7 ||..|l|| ll llLllllIlll.

Dec. 31, 1935.

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AUTQMATIC TRANSMI S I OH MECHANI SM Filed De'c. 28, 1933 9 Sheets-Sheet 9 107 I v I /02 3% v Patented Dec. 31, 1935 UNITED STATES PATENT ()FF'lCE 2,026,142 AUTOMATIC TRANSMISSION MECHANISM Guido F. Schlote, Ogden, Utah, assignor to The Automatic Power Transmission Company, a

corporation of Utah Application December 28, 1933, Serial No. 704,334

13 Claims.

tion clutch and transmission mechanism adapted v to replace the present transmission and clutch, being connected to the crank shaft of the engine or preferably between the engine and the differential or rear wheel drive.

A second object is to provide a novel mechanism which will automatically select the proper gear or provide the proper gear ratio for the engine, with respect to the driven wheel of the vehicle in order to produce the greatest efliciency in motive power. A

A third object is to provide a novel construction of the character set forth wherein control is effected by means of parts operating through centrifugal force, to vary the speed of the vehicle being propelled.

-A fourth object is to provide in such a device, overrunning clutch means coacting with the crank shaft or equivalent for transmitting'mothe direction of work.

A fifth object of the invention is to provide A sixth object is to provide a novel mechanism ually shifting gears in atransmission for varying the speed of the vehicle in a forward direction, centrifugal force developed by the speed of the crank shaft being used to accomplish the novel result, eliminating noise and discomfort incidental to shifting of gears, and wear on working parts of a clutch.

A seventh object is to provide an improved device of the character set forth which will af- 45 ford the driver of the vehicle a practically unlimited field of control of power to speed, or power to waste, thus not restricting the driver to a low, medium or high driving range as in present transmissions.

Another object is to provide a device of the character mentioned having an indicator or meter, disposed preferably on the instrument board of the vehicle, to indicate the ratio of gear the vehicle is traveling in, or to indicate the proportionate relationship in revolutions per tion. at various speeds in the same direction as which completely eliminates the necessity of manminute of crank shaft to drive shaft of the vehicle, depending on the weight of the load or amount of resistance the inertia of the load of the vehicle offers, and other interesting and desirable data for the driver.

It is also aimed to provide a, construction which is durable, practical, efficient, and relatively simple and inexpensive.

Various additional objects and advantages will become apparent from a consideration of the description following taken in connection with accompanying drawings illustrating an operative embodiment.

In said drawings:-

Figure 1 is a view in side the improvement in connection with the steering wheel and instrument board of an automobile or other self-propelled vehicle;

Figure 2 is a plan viewof said steering wheel 20 modified to practice the invention;

Figure 3 is a front elevation of the previously mentioned dashboard meter;

Figure 4 is an enlarged view of the major portion of my improvement, the housing or casing close details;

Figure 5 is an enlarged substantially central longitudinal section view, through part of the improved apparatus, particularly that controlled so Figure 10 is a cross sectional view taken on the A line ill-l0 of Figure 4; r

t Figure 11 is a'front elevation of one of the governors;

Figure 12 is a side elevation of the governor of Figure 11;-

being broken away or shown in section to diselevation illustrating 15 view taken on the 35 Figure 13 is a cross sectional view taken on the line l3-l3 of Figure 4; v

' Figure 14 is a cross sectional view taken on the line l4-I4 of Figure 4;

Figure 15 is a cross sectional view through the meter taken on the line I5-.l5 of Figure 3;

Figures 16 and 1'7 are elevations of reverse sides of one of the sections of the coupling used between the main shaft sections adjacent-the fly wheels;

Figure 18 isan end view of the sections of Figures 16 and 1'1;

Figures 19 and 20 are reverse elevations of the complemental coupling section to that of Figures Figure 21 is an end view of the coupling section of Figures 19 and 20;

Figure 22 is a cross sectional view taken on the linen-22 of Figure 4;

Figure 23 is an enlarged detail primarily being in section longitudinally through the casing adjacent the master gear,

Figure 24 is a cross sectional view-taken on the line 24 zs of Figure 23;

Figure 25 is a detail longitudinal sectional view taken through one of the overrunning clutches;

Figure 26 is a sectional view taken on the line 26-26 of Figure 25;

Figure 27 is a longitudinal sectional view taken through the governor-operated worm or screw;

. Figure 28 is a longitudinal sectional view through the sleeve operated by said screw of Figure 27;

Figure 29 is a side elevation of the worm or screw-control collar; and- Figure 30 is an edge elevation of the collar of Figure 29'.

Referring specifically to the drawings, wherein like reference characters designate like or similar parts, the device is shown as adapted for use on a self-propelled vehicle, although limitation to such use is not to be inferred. The propelling motor of the vehicle (not shown) has its crank shaft iil connected in any'suitable manner rigid- 1y to the forward propeller shaft section it alined with a rear propeller shaft 12 which leads to the differential or rear wheel drive (not shown) of the vehicle. My improvement mainly contained within a housing or casing l8, supplants the use of the usual clutch and transmission used between the propelling motor and driven wheels of a self-' propelled vehicle. After starting the propelling motor of' the vehicle; through depression of the usual starter switch, or the use of a crank, for

example, the operation is automatic except as hereinafter stated, and particularly with the exception of operating a gear unit M for arranging for reverse driving or emergency low speed, or equivalent driving, which is accomplished through the depression of a pedal l5, pivoted at .l6 and normally held retracted by a spring H,

a. link l3 being pivoted at is to said pedal and at 20 being pivoted toa lever 2| extending through an opening in the housing i3 and pivoted at 22 to the housing and having at 23 a yoke engaging the gear unit It, as best shown in Figures 1 and 4. The steeringwhe'el of the vehicle is shown at 25 and has means associated therewith as will be later specifically described, to control manually,

7 the position of the master gear unit 25, thereby controlling the forward drive condition of the gearing,.the reverse drive condition thereof, and neutral condition thereof. Connection is also made with operating parts whereby indicator mechanism 26 preferably located on the instrument board. 21, indicates desirable data to the driver. v

Said housing l3 may be ofany desired shape and sectional construction. It preferably has a vertical partition 28 providing a forward compartment'L'Q-and a rear compartment 30'.

The forward shaft sectioniis journaled in suitable bearing members 3| on the casing or housing l3 and the rear shaft section 52 is journaled in suitable bearing m mbers 3-2 on said housing.

Disposed concentrically about the main propeller shaft sections H and I2, and equidistantly rate sections 35 and 36. Within chamber 29 each propeller shaft member 35 and 36 has a fly wheel 37 rigid thereon. Each fly wheel is grooved as at 38 to accommodate radially slidable governors 39. Each governor has'a row of rack or gear teeth at $8 in mesh with the teeth of a gear or pinion 6| keyed on the adjacent forward propeller shaft members 35- and 36.

Said governors have studs at 52 normally alined with the longitudinal axis of the propeller shaft section, and a coupling means 33 is provided for said studs in order to render the propeller shaft continuous. Said coupling 43 is of a flexible or partly universal nature and comprises a plate dd secured by screws #25 to the stud d2 of propeller shaft member 35 and also a plate 46 secured as by screws ll to the other stud Q2. One plate has a dove-tail projection or rib 58 which is slidably interfitted in a correspondingly shaped groove 89'of the other plate. Contractile coil springs 5d are attached at their opposite ends to the plates M and, d6, tending to urge registry or alinement of the studs.

It will be realized that the center of mass of each slide 39 (and parts $3 and M) is above the axis of rotation of the drive shaft as seen in Figures 5 and 6, it being particularly noted that with a view to attaining this result, each slide 3Q below. the center of mass is cut away or of skeleton form.

On each stud 42, three links 53 are pivoted and such links coact with six overrunning clutch devices generally designated 54. Each overrunning clutch device comprises sections 56 and 51, the former being keyed as at 58 on the adjacent shaft 33. The companion section 51 extends into a recessed side of section 56 and is loose with respect to the adjacent shaft 33. The recess is enlarged to provide cam-shaped slots 59 in which a series of clutch members 60 are disposed, the same being urged toward the smaller ends of the slots by slidable followers 6| carried by section 55, and which followers are urged by expansive springs 62. A retaining plate 63 is screwed or otherwise fastened at 64 across the slots 59 to prevent displacement of the parts described As best shown in Figures 4 and 5, aided by the detail Figures 29 and 30, collars 61 are movable longitudinally along the propeller shaft members 35 and 36.- These collars are provided in two sections bolted or secured together as at 68 and have annular grooves 69 which are engaged by fork members 10 adapted for longitudinal movement toward and away from each other., Saidcollars 61 also rotate with the propeller shaft members 35 and 36 since they have radial inwardly extending projections H passing through longitudinally elongated slots 12 in the shaft members 35 and 38 and entering recesses 13 in the peripheral wall of screw sleeves 14, held rectly rigidly fastened or keyed. The collars are shown at their normal or outermost position in Figure 7.

Said'fork members 10 are slidable toward and away fromeach other along a guide in the form of a tube or pipe11 which is removably but rigidly secured to the housing I3 by ring nuts 18 screw-threaded on the guide and abutting adjacent parts of the housing. A relatively strong coil spring 19 surrounds the guide 16 and abuts fork members 10 being at rest or under tension, as desired in the normal position of Figure 5 but being adapted for compression and tensioning as the forks 10 move toward each other under outward movement of the governors and mechanism operated thereby, the tensioning of the spring 19, acting .to separate said forks 18 upon decrease of the speed of the engine and return of the governors to normal position.

The previously mentioned master gear unit 25, best shown in Figures 4, 13, 23 and 24, comprises a hub which rotates with the rear propeller shaft section I2 and in addition is slidable along the same by reason of the interfitting ribs M and 82, provided between the hub and shaft section I2. Said hub carries. relatively smaller and larger gear members or teeth 83 and 84 and between them has an annular groove 85 engaged by a fork or yoke 86. When the vehicle wherein the transmission is employed, is traveling in a forward direction, gear 83 is enmeshed with gears 81 of similar size and keyed one to each of the auxiliary shafts 33.

A reverse gear 88 is loosely mounted on the propeller shaft section I2 and is enmeshed with intermediate gears 89 journaled on stub shaft 90 secured to one end wall of the housing I3. Said intermediate gears 89 mesh with reverse gears 9i keyed one to each of the auxiliary shafts 33. Said reverse gear 88 has a clutch rim 92 with which interfits the clutch rim or portion 93 on the hub 80, when the master gear 25 is at rearmost position, and in which position it will be noted from Figure 4, that gears 81 are disengaged with the forward drive gear 83. Also, when the gear 03 is enmeshed with the forward drive gears 81, clutch parts 92-93 for the reverse drive, are disengaged.

The emergency gear unit I 4'with its gears I09 and 99 should mesh with their corresponding gears 91 and 84 only when master gear unit 25 is moved into position where clutch parts 94 and 95 are disengaged, thus leaving asmall space between such clutch parts. as they have different numbers of revolutions per minute when emergency gear unit I4 is engaged for use. Said I clutch parts 94 and 95 are engaged only when a high gear is desired to be engaged for straight drive. In that position the emergency gear unit I4 is disengaged from every gear.

The fork 86, operable to slide the master gear unit 25 has an elongated base 86' which is inverted T-shape in cross section at IM and slidably mounted in a groove of a guide bracket I02,

rigid on the bottom wall of the housing I3 in the compartment 30 thereof. Base 86' has a lateral rib I03 toothed at I04 on its upper surface, with which teeth a pinion or gear I05 is enmeshed,

extends laterally through and beyond one side 3 wall thereof.

The aforesaid shaft I06 is operable intermediately from means located adjacent the steering wheel 24 of the vehicle, in order to dispose the master gear 25 in position for forward drive, reverse drive, and emergency forward drive. To this end, a rotatable sleeve I08 is journaled for rocking movement on the steering post I08, having an operating handle I09, thereby forming a lever. This lever I08-I09 does not interfere with the adjacent spark and gas controls at H0 and III, respectively; On the tube or sleeve I08, a bevel gear wheel H2 is keyed which meshes with a bevel gear wheel I I3 of a suitably mounted and journaled shaft H4, equipped with universal joints H5 at appropriate locations, and carrying a bevel gear wheel H6 at its rear end, enmeshed with a bevel gear wheel I I1 keyed to the shaft I06. The handle or control I09 is adapted to be swung to andoccupy any one of five positions indicated by the letters R, N, F, E, and H of a frame li8 rigid on the steering wheel, any suitable means being provided, if desired, to latch or secure the control I 09 in position registering with any or all of said notches. V

In the emergency instances where drive is through the gears I00, 91, 99 and 84, the governors 39 are not permitted to operate. To this end, links 9 are pivoted at I20 to the forks 10. and pivotally connected together by a cross shaft I2I having a depending enlargement I22. The links I I9 do not interfere with the normal operation ofthe parts. However a locking bar I 23 is slidable along the base of the housing I3, guided through the partition 28 and a bracket I24. An L-shaped end I25 of said locking bar I23 overlaps and abuts the base 86' of fork 86, being maintained in that relation by a contractile coil spring I26 fastened at one end to the locking bar I23 and at its other end to hearing I01. As a result when the master gear unit 25 is shifted so that the gears I00, 91, 99 and 84 can engage, the

locking bar I23 is moved by the base 86 beneath and in engagement with the enlargement I22, thereby preventing downward movement of the links H9, accordingly maintaining the forks 10 shaft or propeller shaft of the vehicle. Behind the plate I30, a disk I3I rotates having various figures or indications thereon for observation through slots I32 of the face plate I30. Such indications on the disk I3I may show. for example. brake horsepower at I33, miles per hour at, I34, the percentage of ratio at I35. the revolutions of the rear wheels of thevehicle per minute at I36, and the revolutions of the motor per minute (various) at I31, the percen age of grade I33.

the brake horsepower at I39. the revolutions of the motor maximum at I40 and the pound load at I. An indicator I42 is movable over the d al face I30 and is rigidly connected with the disk I3I by means of a rivet or shaft I43 which is journaled inthe face plate I30. Rigid with the shaft I43 is a pinion I44, enmeshed with a pinion I45 pivoted at I46 to the face plate I30. A slidable rack bar I41 has teeth enmeshed with those of the pinion I45 in order to actuate the pointer I42 and disk I3! unitarily relatively to the face plate. Bar I41 is normally maintained in and urged to normal position by a contractile spring I 40 connected thereto and to the face plate I30. The bar Ml is actuated by any suitable Bowden wire or flexible shaft connection I49, passing through a sleeve I50 connected to the-housing I3 and which connection or wire at I5I is attached to one of the yokes I0.

In the operation of the device, the propelling motor of the vehicle is started while the handle or lever I09 is in the neutral position N, the motor idling or being raced without any propelling effect on the vehicle, and hence the master gear unit 25 will be disengaged with all other gears. If such handle or lever I09 is moved to position F, the gears 83 and 8! are engaged, the motor and vehicle, as far as transmittal of speed or power is concerned are connected with each other, this position representing the forward drive with free wheeling and with unlimited control of the gear ratio. If said handle I09 is placed in position R, the clutch parts 92 and 93 are engaged and reverse gear 88 positively operated in order to operate the reverse gears 89 and 9!. With said handle I09 in position E, the same result is obtained as at position N. If the handle I09 is in the position H, the result as far as transmittal of power or speed from the motor to the vehicle is concerned is the same as in selfpropelled vehicles equipped with ordinary trans missions, in which ordinary transmissions the gear shift lever would have been placed in high and the clutch pedal left in its upper position, engaging the clutch whereby the motor would ceaw rotating due to this high gear ratio.

Assuming that, the handle I09 is in the position F with the motor started, the speed of the motor is accelerated and this acceleration of speed causes an increased number of revolutions per minute of the crank shaft of the motor, including the two fly wheels 37, the vehicle gradually being moved forwardly. Upon increase of the speed of the fly wheel units 37, the governors 39.

will be thrown outwardly by centrifugal force developed by the speed, the links 53 commencing to operate whereby their ends pivoted to the governors begin to rotate while their ends fastened to the parts 51 of the overrunning or free wheeling clutch unit begin to alternate, thereby slowly and gradually and firmly rotating or revolving the clutch parts 56 resulting in propelling the shaft 33 and parts geared therewith to drive rear shaft section I2 leading directly to the differential or through a universal joint connection in such differential. The parts gain speed in proportion to the revolutions per minute of the motor which is influenced and checked by the inertia of the car or load or other resistance in weight offered to power of the motor permitting governors 39 to move out of their normal or concentric position to the extent the inertia of the car permits. The same operation applies to the reverse motion, for which the handle H6 would be in the position R.

' While the vehicle is in motion as just described,

' free wheeling is evident due to the provision of position F due to the fact that the governors are forced back or returned to their normal or concentric position by the contraction of springs 50, the tension of which springs have considerably been increased and to such extent been increased 5 that the centrifugal force having been decreased by a decrease in the speed of the motor is insufiicient to force such expansion springs against its own expansion power. The normal or concentric position of the governors eliminates every motion 10 of all connecting rods and parts 51 of all overrunning clutch units, while the other parts 56 of the overrunning clutch units, propeller shafts 33 andmaster gear 25 will still be in motion as long as the vehicle is coasting and when the vehicle has stopped moving, every part of the device is at a stand still with the exception of the two fiy wheel units 3? and governors 30. It is accordingly possible that a certain predetermined number of revolutions of the motor are permissible before the vehicle needs to move, as the pres- Sure ofv the expansion spring I9 can be made adjustable in any suitable -manner.

Assuming that the vehicle is being driven up a steep grade with the handle or lever i 09 in position F, and the driver intends to stop the vehicle, it will not be necessary to apply any brakes nor will it be necessary to shut off the ignition of the motor since the vehicle is automatically checked in that position wherever it happens to stop, while the motor still may idle due to the lowest gear ratio mathematically possible being applied between the motorand the vehicle, namely, unlimited revolutions per minute to nothing. It is thereby evident that this de- 5 vice offersan automatic check brake as the vehicle under the condition as just described is not permitted to roll backwards, although no other brakes whatsoever are applied thereto. Whenever the driver of the vehicle as just mentioncd intends to continue to drive the vehicle up the grade as referred to, he merely steps on the accelerator and the engine will speed up, centrifugal force will be developed, the governors 30 will move outwardly, the links 53 will operate as well as the overrunning clutches, forward drive gears, master gear, all propeller shafts and rear wheels of the vehicle will be driven, whereby the vehicle will move as gradually or suddenly as the inertia thereof will permit. In case the driver of the vehicle will have reached therewith a speed reasonably high enough for comfortable travel under most conditions, the governors 38 will have reached their extreme outer positions towards their concentric positions, at which position by means of, the device the revolutions per minute of the. motor will be the same as the revolutions per minute of the drive or propeller shaft in numbers, in which case the driver of the vehicle at his will may move 0 said handle or lever I09 into position H without the necessity of any kind of a clutch whatever, thereby engaging clutch parts 94 and 95, establishing a connection eliminating the detour of power through the propeller shafts 33, and 5 furnishing thereby a straight transmission of power in alinement with the geometrical centers of the crankshaft of the engine and all its extensions throughout the device.

Assuming that the vehicle is coasting down a 7 steep grade, and the driver wishes to apply braking power toward the rear wheels of the vehicle by means of compression resistance of the motor, he mayapply such compression brake by moving locked lever I 09 into position H wherethe proportionate relationship in size and dimensions of the gears, the movement of the master gear unit for the latter positioning of the gears, moving the locked bar I23 beneath the enlargement I22, serving to spread the links ,9

- and yokes I0, holding the parts normally movable under action of the governors 38, relatively immovable.

Various changes may be resorted to provided they fall within the spirit and scope of the invention.

I claim as my invention: I

1. In combination, a driven shaft, an auxiliary shaft, an overrunning clutch carried by the auxiliary shaft, centrifugal governor means operable by said driven shaft, means operatively connecting said governor means to said clutch, gearing to transmit power from said auxiliary shaft, a worm, means gearing said worm to said governor means, a sleeve threaded to the worm and movable axially through rotation of the worm, a yoke engaging the sleeve, and a spring engaging said yoke. l

2. In combination, a driven shaft, a fly wheel on said shaft, centrifugal governor means slidable radially of said fly wheel having a studand also having gear teeth, an auxiliary shaft having an overrunning clutch thereon, link means operatively connected to said overrunning clutch and pivoted on said stud, the first mentioned shaft having a hollow portion, a worm disposed in said hollow portion, a pinion on said worm in mesh with said gear teeth, a sleeve threaded to said worm, a collar slidable on the first mentioned shaft, said first mentioned shaft having a slot, a projection on the collar extending through said slot and engaging said sleeve, a yoke engaging the collar, and spring means engaging said yoke.

3. In combination, a driven shaft, a fly wheel on said shaft, centrifugal governor means slidable radially of said fly wheel having a stud and also having gear teeth, an auxiliary shaft having an overrunn ng clutch thereon, link means operatively connected to said overrunning clutch and pivoted on said stud, the first mentioned shaft having a hollow portion, a worm disposed in said hollow portion, a. pinion on said worm in mesh with said gear teeth, a sleeve threaded to said worm, a collar slidable on the first mentioned shaft, said first mentioned shaft having a slot, a projection on the collar extending through said slot and engaging said sleeve, a yoke engaging the collar, spring means engaging the yoke, and return spring means engaging the governor means and tensioned through the outward movement of the governor means. I

4. In combination, a driven shaft consisting of separate members, means flexibly coupling said members together, a fly wheel on each shaft member, auxiliary shafts disposed equidistantly about said driven shaft, overrunning clutch members on each auxiliary shaft, governor members carried by each fiy wheel, link means pivoted to said governor members and to said clutch devices, and gearing to transmit power from the auxiliary shafts.

5. In combination, a driven shaft consisting of separate members, a fly wheel on each shaft member, auxiliary shafts disposed equidistantly about said driven shaft, overrunning clutch members on each auxiliary shaft, governor members carried by each fly wheel, link means pivoted to said governor members and to said clutch devices, gearing to transmit power from the auxiliary shafts, and a coupling means flexibly connecting the adjacent ends of the driven shaft members.

6. In combination, a driven shaft consisting of separate members, a fly wheel on each shaft member, auxiliary shafts disposed equidistantly about said driven shaft, overrunning clutch members on each auxiliary shaft, governor mem- 15 bers carried by each fly wheel, link means pivoted to said governor members and to said clutch devices, gearing to transmit power from the auxiliary shafts, and a coupling means flexibly connecting the adjacent ends of the driven shaft 20 members comprising a plate attached to each driven shaft end, said plate having radially arranged interfitting riband recess, and spring means connected to both plates urging them toward normal position.

7. In combination, a driven shaft consisting of separate members, a fly wheel on each shaft member, auxiliary shafts disposed equidistantly about said driven shaft, overrunning clutch members on each auxiliary shaft, governor mem- 30 I member auxiliary shafts disposed equidistantly about said driven shaft, overrunning clutch members on each auxiliary shaft, governor members carried by each fly wheel, link means pivoted to said governor members and tosaid clutch de- 45 vices, gearing to transmit power from the auxiliary shafts, coupling means joining together the adjacent ends of said separate members of the driven shaft, a guide member, a coil return spring about said guide member, yokes movable along 50 the guide member to tension said spring, and mechanism connected to the governor means so that the outward movement of said governor means moves said yokes relatively to each other to tension said spring. i

9. In combination, a driven shaft, an auxiliary shaft, an overrunning clutch carried by" the aux iliary shaft, centrifugal governor means, means to operate said governor means from said driven shaft, means to'operatively connect said cen- 60 trifugal governor means to said clutch, propeller shaft sections alined with said driven shaft, a gear on the driven shaft, a master 'gear unit, gearing whereby said master gear unit will operate the shaft sections in forward and in reverse, 65

means to operate said governor means from said driven shaft, means to operatively connect said centrifugal governor means to said clutch, propeller shaft sections alined with said driven shaft, a gear on the driven shaft, a master gear unit, coacting gearing whereby said'master gear unit will operate the shaft sections in forward and in reverse, means to clutch the master gear unit with the driven shaft, gearing to drive the auxiliary shaft from the gear unit in one position of the latter, a shiftable gear unit to engage the first mentioned gear unit and a gear of said master gear unit to drive the shaft sections devoid of free wheeling, spring means, mechanism operable to tension the spring means through the outward -movement of said governor means, and means applicable through the movement of the master gear unit to engage and render said governor means inoperative.

, 11. In combination, a driven shaft,.an auxiliary shaft, an overrunning clutch carried by the auxiliary shaft, centrifugal governor means, means to operate said governor means from said driven shaft, means to operatively connect said centrifugal governor means to said clutch, propeller shaft sections alined with said driven shaft, a gear on the driven shaft, a master gear unit, coacting gearing whereby said master gear unit will operate .the shaft sections in forward and in reverse, means to clutch the master gear unit with the driven shaft, gearing to drive the auxiliary shaft from the gear unit in one position of the latter, a shiftable gear unit to engage the first mentioned gear unit and a gear of said master gear unit to drive the shaft sections devoid of free wheeling, a slidable yoke engaging said master gear unit provided with teeth, a pinion enmeshed with said teeth, a sleeve mounted for manual rotation, and shafting operable by said sleeve to turn said pinion to actuate said yoke and master gear unit.

12. In combination, a driven shaft consisting of separate front and rear members, means flexibly coupling said members together, a fly wheel on each shaft member, auxiliary shafts disposed a return spring engaging said yokes compressed-- by said relative movement of the yokes, links connected to the yokes and to each other, intermeshing gearing connected between the auxiliary shafts and the rear shaft member, including a master gear operable for driving ofthe rear shaft member independently of said overrunning clutches, a yoke operable to move the master gear unit for the purpose last mentioned, and a bar movable by the last mentioned yoke into engagement with said links to prevent operation of said governor means.

13. In combination, a driven shaft, an auxiliary shaft, an overrunning clutch carried by the auxiliary shaft, centrifugal governor means operable by said driven shaft, means operatively connecting said centrifugal governor means tosaid clutch, gearing connected to and adapted to transmit power from said auxiliary shaft, a yoke, means operable through outward movement of the governor means to slide the yoke, and a return spring engaging said yoke and tensioned through the sliding-movement of said yoke.

'GUIDO F. SCI-ILO'IfE. 

